Lubrication system for right-angle drives used with utility vehicles

ABSTRACT

A bearing lubrication device in a right angle gear reducer includes a gear housing having an interior portion and a lubricating fluid reservoir therein. An oil slinger, rotating pinion shaft, pinion shaft housing, and bearings for supporting the pinion shaft within the pinion shaft housing work together to provide a continuous supply of oil to the bearings. The pinion shaft includes two radially and longitudinally extending passageways therethrough which supply oil from a recess in one end of the pinion shaft to the bearings. Oil is slung from the reservoir into the recess of the rotating pinion shaft where it is forced outwardly and through the passageways to a chamber formed by the rotating pinion shaft, shaft housing and bearings. The roller bearings pump the oil from the chamber back to the fluid reservoir. Oil passageways in the shaft housing enable the return of oil from one bearing set.

This is a continuation-in-part of application Ser. No. 11/690,785 filedMar. 23, 2007 which is commonly owned. U.S. patent application Ser. No.11/399,123 filed Apr. 6, 2006 entitled Cascading Oil flow BearingLubrication system employs an oil slinger and is commonly owned with theinstant patent application.

FIELD OF THE INVENTION

This invention is used to lubricate bearings which support a high speedpinion gear (input gear) mounted in a pinion housing which facilitatesuse of a right angle-drive (gear reducer) with utility vehicles. Theinvention is in the field of right-angle drives powered by high speedmotors for use in utility vehicles. The right angle drives (gearreducers) are used in, for example, drive systems for utility vehiclesbut may be used in other applications.

BACKGROUND OF THE INVENTION

Traditionally, Skid-Steer® Loader Machines as made famous bymanufacturers such as Bobcat® and the like have been powered almostexclusively by hydraulics. Skid-Steer® is a registered trademark ofArts-way Manufacturing Co., Inc., a Delaware Corporation. Bobcat® is aregistered trademark of Clark Equipment Company of New Jersey.

These machines traditionally have gasoline or diesel internal combustionengines that drive a hydraulic pump. The pump usually provides power totwo independently controlled hydraulic motors one for each side of themachine. The output of each motor drives a drive sprocket with two setsof sprocket teeth. One set of sprocket teeth drives a chain that goes toa front wheel sprocket and the other set of sprocket teeth drives achain that goes to the rear wheel sprocket. The hydraulic pump alsoprovides power for lifting functions and power takeoffs for implementsthat can be connected to the machine.

U.S. Pat. No. 4,705,449 to Christianson et al. discloses the use of twoelectric traction motors. FIG. 1 is a plan view of an electric drivesystem of U.S. Pat. No. 4,705,449 to Christianson et al. wherein battery28 supplies electric power to two traction motors 60, 64 which in turnare coupled 84 to a gear reducer 82. Specifically, the '449 patentstates at col. 4 line 10 et seq.: “a first traction motor 60 providesthe motive force for the left-hand side of the vehicle and a secondtraction motor 64 provides the motive force for a right-hand side of thevehicle 66. Both the first traction motor 60 and the second tractionmotor 64 are powered by a battery pack 28. Similarly, the traction motor64 is connected to a spur gear reduction assembly 82 through a coupling84. The spur gear reduction assembly engages a chain 86 which in turnengages a right rearward gear 74 and left forward gear 90, which arerespectively connected to wheels 14 a and 14 b through axles 92 and 94.As will be appreciated, the traction motor 60 is operated independentlyof the traction motor 64 thereby permitting the wheels 14 c, 14 d tooperate at different speed than wheels 14 a and 14 b to create skidsteering.”.

U.S. Pat. No. 4,705,449 to Christianson et al. discloses the use of twoelectric traction motors. The motors are not identified by type inChristianson et al as either DC or AC. However, the motors are DCelectric motors as they are controlled by a device identified in the'449 patent to Christianson, namely, a General Electric EV 1 SCRController, which is designed to control DC motors. The General ElectricEV 1 SCR Controller describes the use of rectifiers to pulse power to DCmotors and has no provision for the control of AC motors.

A copy of the EV 1 SCR Controller technical literature is submittedherewith in an Information Disclosure Statement and describes the use ofthe controller as being for the control of DC motors. Additionally, theEV 1 SCR Controller is identified in U.S. Pat. No. 4,265,337 to Dammeyerentitled Fork Lift Truck Speed Control Upon Fork Elevation and is usedto control a DC motor 92.

Additionally, the EV 1 SCR Controller has been used in numerousautomobiles (electric vehicles) in conjunction with DC series woundmotors which provide high current and high torque at low rpm.

DC traction motors have been used in applications involving forkliftsand similar vehicles in the past. Internal combustion engines are notfavored in such applications because an internal combustion engineproduces zero torque at zero engine speed (RPM) and reaches its torquepeak later in its operating range. Internal combustion engines generallyrequire a variable-ratio transmission between the engine and the wheelsto match engine speed to the road speeds and loads encountered. A clutchmust be provided so that the engine can be mechanically decoupled fromthe wheels when the vehicle stops. Additionally, some slippage of theengine with respect to the drive train occurs while starting from astop. Direct current electric traction motors produce considerabletorque at zero RPM and thus may be connected directly to the wheels.Alternating current motors, hydraulic motors and pneumatic motors alsoproduce torque at zero RPM.

Although the term traction motor is usually referred to in the contextof a direct current motor, the term is also applicable to alternatingcurrent motor applications as well. Additionally, the term tractionmotor is used to describe any motor of whatever type used to supplytorque and power to a vehicle's wheel, tracks, etc.

In small utility vehicles and the like, space is an importantconsideration in the design of the vehicle. It is therefore desirable touse a small motor, electric, hydraulic, or pneumatic which is capable ofsupplying required torque and horsepower under all operating conditions.If an electric motor is used it may be an alternating current motor orit may be a direct current motor.

Generally, for a given power, high speed electric motors are smaller insize, lighter in weight, and less expensive than low speed motors.Generally, for a given power, alternating current motors are smallerthan direct current motors.

It is highly desirable to save space, weight and cost in the powertrainof a utility vehicle through the use of a high speed motor so that thespace may be used for batteries, controls or other components. It isfurther highly desirable to save space, weight and cost in thepowertrain of a utility vehicle or similar vehicle through the use of ahigh speed motor. Space may be conserved for other components of thevehicle and, in doing so, it is necessary to dissipate large amounts ofheat from pinion shaft support bearings. The pinion shaft may rotate at6000-7000 rpm or higher depending upon the application. At theserotational speeds considerable heat is generated in the bearings. A highspeed input from a small electric motor in combination with aright-angle gear reducer saves space while maintaining performancetorque and horsepower requirements.

Previously, external or internal oil pumps have been used in gearreducers to lubricate bearings which support high rotational speedshafts and gears. These devices are powered by one of the shafts withinthe gear housing or casing. While satisfactory performance has beenachieved with the shaft-driven oil pumps, more parts are necessary toaccomplish lubrication of the bearings of the high speed shaft. Higherspeed shafts generate more heat which must be dissipated. External pumpsnecessitate passageways through the pump casing to bring oil to bearingsand gears.

U.S. patent application Ser. No. 11/399,123 filed Apr. 6, 2006 entitledCascading Oil flow Bearing Lubrication system employs an oil slinger andis commonly owned with the instant patent application. A bearinglubrication device which includes an output shaft carrier housed withina gear housing is disclosed and claimed. The output shaft residespartially within the output shaft carrier and upper and lower bearingssupport the output shaft. The output shaft carrier includes a firsttrough for catching lubricating fluid which is slung by an oil slinger.The first trough is in lubricating fluid communication with the upperbearing which pumps the lubricating fluid through the bearing and intoan upper passageway which terminates in an opening from which thelubricating fluid emanates.

U.S. Pat. No. 5,887,678 to Lavender discloses a lubrication apparatusfor shaft bearings which includes a trough extending radially outwardlyand inclined downwardly in a direction toward the shaft bearing. U.S.Pat. No. 6,439,208 to Jones discloses a centrifugal supercharger havinga lubricating slinger. U.S. Pat. No. 6,698,762 to Newberg et al.discloses a rotary device shaft with oil slinger groove. United StatesPatent Application Publication No. US 2003/0159888 A1 to Burkholderdiscloses a disk oil slinger assembly. United States Patent ApplicationPublication No. US 2006/0104838 A1 to Wood discloses an integratedeccentric flywheel slinger.

None of the foregoing references provide pinion shaft bearinglubrication in a right angle gear reducer using an oil slinger, pinionshaft and pinion housing configured for use in a utility vehicle.

None of the foregoing references disclose a right angle gear reducerwhich includes the an oil slinger lubrication system in conjunction witha utility vehicle.

SUMMARY OF THE INVENTION

A bearing lubrication device in a right angle gear reducer includes agear housing having an interior portion and a lubricating fluidreservoir therein. The principles and structure disclosed herein may beused in a gear reducer whether or not it is denoted as a right-anglegear reducer. An oil slinger, rotating pinion shaft, pinion shafthousing, and bearings for supporting the pinion shaft within the pinionshaft housing work together to provide a continuous supply of oil to thebearings. The pinion shaft includes first and second radially andlongitudinally extending passageways therethrough which supply oil froma recess in the nose end of the pinion shaft to the bearings. Oil isslung from the reservoir into the recess of the rotating pinion shaftwhere it is forced centrifugally outwardly in the cylindrical recess andforced centrifugally through the radially and longitudinally extendingpassageways to an oil supply chamber formed by the rotating pinionshaft, shaft housing and bearings. Tapered roller bearings pump the oilfrom the oil supply chamber back to the oil reservoir. Oil passagewaysin the shaft housing enable the return of oil from the first bearing setwhile the other bearing set returns the oil directly to the reservoir.In this way a very compact and efficient gear reducer is produced havinga shaft driven oil slinger which is compact and minimizes the number ofparts necessary.

A method for lubricating bearings supporting a shaft in a gear box isdisclosed and comprises the steps of: slinging oil from a lubricatingoil reservoir using an oil slinger toward a first end of a pinion shaft;collecting oil in a cylindrical recess in the first end of the pinionshaft; rotating the shaft and forcing the collected oil radiallyoutwardly in the cylindrical recess and into a passageway communicatingwith the recess and extending longitudinally and radially from therecess to the oil supply chamber formed by the shaft, the bearings andthe shaft housing; pumping oil from the chamber through the bearings;and, returning the oil to the lubricating oil reservoir. Additionally,the step of returning the oil pumped from the oil return chamber to thelubricating oil reservoir is performed using a return passageway throughthe shaft housing.

The right-angle drive described herein is particularly useful in autility vehicle. The vehicle includes: a frame; a high speed motorhaving an output shaft; a right-angle gear reducer driven by the outputshaft of the high speed motor; the right-angle gear reducer includes abearing lubrication device comprising: a gear housing having an interiorportion and a lubricating fluid reservoir therein; an oil slinger; apinion shaft; a pinion shaft housing; a bearing for supporting thepinion shaft within the pinion shaft housing; the pinion shaft includesa passageway therethrough; and, the oil slinger supplies oil to thepassageway communicating the oil to the bearing by way of an oil supplychamber; the right-angle gear reducer includes an output carrierinterconnected with an output shaft; the output shaft includes first andsecond chain drive sprockets; the forward and rearward wheel shafts eachhave a wheel sprocket; a first and second chain; the first chaininterengaging the first chain drive sprocket and the forward wheelsprocket driving the forward wheel shaft; and, the second chaininterengaging the second chain drive sprocket and the rearward wheelsprocket driving the rearward wheel shaft.

Another method for using a high-speed motor in a utility vehicle isdisclosed. The method includes the steps of: orienting two high speedmotors having shaft driven pinion gears parallel to the rails of thevehicle; mounting right angle planetary gear reducers in engagement withsaid shaft driven pinion gears, each of the planetary gear reducersinclude a gear driven by said shaft driven pinion gears, the gear drivenby said shaft driven pinion gear drives a shaft which includes a secondpinion gear which drives a planetary gear set and carrier reactingagainst a ring gear in the casing of the planetary gear reducer, thecarrier of the planetary gear reducer includes a splined output, andeach of the splined outputs being on the same axis; lubricating bearingssupporting the pinion gear shafts with an oil slinger, the pinion gearshafts include a nose portion having a recess, at least one port, and atleast one radially and longitudinally extending passageway communicatinglubricating oil to a supply chamber feeding the lubricating bearings;pumping oil through the lubricating bearings and into a passageway forreturn to the right angle gear reducer; coupling an output shaft to thesplined output of the planetary gear reducer and driving the outputshaft at a desired rate; and, driving, with chains, the wheel shafts ofthe vehicle.

As electric motor technology has advanced to provide more performancefor less cost it makes sense to replace hydraulic systems with electricsystems. Electric motors typically rotate at much higher RPM thanhydraulic motors, particularly those suitable for skid-steer loaders. Itis desirable to minimize the size of the drive train components so as tomaximize the space available for batteries and controls. The vehicledescribed herein may employ Nickel Metal Hydride, Lithium Ion, LithiumIon polymer, lead acid batteries or other battery technology.

Although one example of the invention as described herein uses highspeed alternating current electric motors it is specificallycontemplated that the invention may be used with high speed directcurrent electric motors, high speed hydraulic motors and high speedpneumatic motors.

In one example, the input to the gear box is an offset helical geardriven by a pinion. A planetary sun pinion inputs to the planetarystage. Planetary gear sets provide torque multiplication in compactpackages. The output of the gear box is a carrier with a planetarygear-set reduction including a stationary ring gear. The gear box casingincludes a ring gear which is a reaction gear and intermeshes with athree-gear planetary set. The carrier of the planetary gear set includesa spline which intermeshes with a splined output shaft.

The offset reduction in the gearbox is an important aspect of theinvention as it enables the electric motors to be placed side to side.Use of electric motors is enabled in this application by offsetting thegear box. In this way the left and right side motors can be mountedside-by-side without interference while still maximizing available spacefor other components such as batteries and controls.

In another example, the offset gear box may be oriented differently(i.e., rotated 180 degrees) with the motors side by side. Although thisexample may result in reducing the width of the vehicle it may alsoresult in increasing the length of the vehicle. Still alternatively,this example may be used to drive one of the wheel shafts directly.

A wheel driven utility vehicle includes a frame and two high speedalternating current electric motors arranged side by side for drivingthe vehicle. A variable frequency alternating current drive is utilizedto control the speed of the motors and hence to control the directionand turning of the utility vehicle. Instead of high speed alternatingcurrent motors, high speed direct current motors, high speed hydraulicmotors and/or high speed pneumatic motors may be used.

Each alternating current motor has an output which drives an offsetplanetary gear reducer. Each offset planetary gear reducer is affixed tothe electric motor (or other motor type) and includes an output carrierinterconnected with an output shaft. Each output shaft includes firstand second chain drive sprockets which drive chains interconnected withshafts driving the front and rear wheels respectively. Each offsetplanetary gear reducer enables use of space saving high speed relativelylow-torque alternating current electric motors (or other motors withsimilar performance characteristics) with attendant large speedreductions. Gear reduction enables the production of sufficient torqueat the wheels of the vehicle. Applications in addition to utilityvehicles are also specifically contemplated.

In an example of the invention, a utility vehicle drive system comprisestwo alternating current electric motors (or other high speed motors withsimilar performance characteristics) each having a shaft driven piniongear. Intermediate gears engage shaft driven pinion gears which in turndrive planetary gears. Each of the planetary gear reducers include anoutput spline and each of the output splines are axially aligned witheach other.

In an example of the invention, a method for using a high-speed electricmotor (or high-speed hydraulic, pneumatic or direct current motors) in autility vehicle includes the step of orienting the motors having shaftdriven pinion gears side by side such that their shaft driven piniongears are arranged on opposite sides of the vehicle. Next, the offsetplanetary gear reducers are mounted in engagement with the shaft drivenpinion gears. Each of the planetary gear reducers include a gear drivenby the shaft driven pinion gear. The gear driven by the shaft drivenpinion gears includes a shaft portion formed as a second pinion sun gearwhich drives a planetary gear set and carrier. The planetary gear setreacts against a ring gear in the casing of the planetary gear reducer.The carrier of the planetary gear reducer includes a splined output.Each of the splined outputs are on the same axis of the other splinedoutput located on the other side of the vehicle. Additionally, themethod includes driving an output shaft coupled to the splined output ofthe carrier of the planetary gear reducer. And, finally, the methodincludes driving, with chains, the wheel shafts of the vehicle.

It is an object of the present invention to save motor space in autility vehicle, recreational vehicle, and the like while providing forhigh torque at the vehicle wheel and tire.

It is an object of the present invention to provide a planetary gearreducer in a utility vehicle, recreational vehicle and the like whichenables use of a smaller, lighter, high speed motor while providing forhigh torque at the vehicle wheel and tire.

It is an object of the present invention to provide a planetary gearreducer in a utility vehicle, recreational vehicle and the like whichenables use of a smaller, lighter high speed motor selected from thegroup of alternating current motors, direct current motors, hydraulicmotors, and pneumatic motors.

It is an object of the present invention to provide a planetary gearreducer in a utility vehicle, recreational vehicle and the like whichenables use of a smaller, lighter, high speed alternating currentelectric motor while providing for high torque at the vehicle wheel andtire.

It is an object of the present invention to provide for an efficientplanetary gear reducer for use in a utility vehicle, recreationalvehicle and the like.

It is an object of the present invention to provide for two offsetelectric motors in a utility vehicle, recreational vehicle, and the likeby utilizing two offset planetary gear reducers.

It is an object of the present invention to utilize high speedalternating current motors in a utility vehicle, recreational vehicle orthe like.

It is an object of the present invention to provide a method of usingtwo high speed electric motors.

It is an object of the present invention to provide offset planetarygear reducers for use in combination with high speed motors forefficient use of space in a utility vehicle.

It is an object of the present invention to provide offset planetarygear reducers for use in combination with alternating current electricmotors for efficient production of torque at the wheels of a utilityvehicle.

It is an object of the present invention to provide right-angleplanetary gear reducers in combination with high speed motors forefficient use of space in a utility vehicle.

It is an object of the present invention to provide right-angleplanetary gear reducers for use in combination with alternating currentelectric motors for efficient production of torque at the wheels of autility vehicle.

It is an object of the present invention to provide right-angleplanetary gear reducers which employ an oil slinger for lubricatingbearings which support a pinion gear shaft. The pinion gear shaftincludes a recess and passageways therethrough communicating with afirst chamber for supply of oil to the bearings. A second chamberreturns oil through the pinion housing adapted for return of oil to thereservoir within the main housing.

It is an object of the present invention to provide a right angle gearreducer having first and second chambers for the lubrication of thepinion shaft bearings.

It is an object of the present invention to provide a utility vehiclewith compact right angle gear reducers with motors oriented lengthwiseenabling close spacing of vehicle side rails.

These and other objects of the invention will best be understood whenreference is made to the Brief Description of the Drawings, Descriptionof the Invention and Claims which follow hereinbelow.

BRIEF DESCRIPTION OF THE DRAWINGS

FIG. 1 is a plan view of a prior art Skid-Steer vehicle powered by twoDC traction motors.

FIG. 2 is a top plan view of the utility vehicle illustrating twoalternating current motors oriented side by side with each having anoffset planetary gear reducer driving a respective output shaft.

FIG. 2A is an enlarged portion of FIG. 2 illustrating a portion of theleft side of the vehicle.

FIG. 2B is an enlarged portion of FIG. 2A illustrating the gear reducerand output shaft.

FIG. 2C is an exploded view of the input to the gear reducer, the gearreducer, and the output shaft.

FIG. 2D is a perspective view of the carrier and the output shaft.

FIG. 2E is a perspective view of the offset planetary gear speedreducer.

FIG. 3 is a block diagram of the method for using high speed alternatingcurrent electric motors with offset planetary gear reducers.

FIG. 4 is a top plan view of the utility vehicle illustrating twoalternating current motors in conjunction with two right-angle drives.

FIG. 4A is a cross-sectional view of one of the right-angle drives andmotor.

FIG. 4B is a perspective view of one of the right-angle drives.

FIG. 4C is a perspective view of the pinion shaft housing.

FIG. 4D is an end view of the pinion shaft housing.

FIG. 4E is a cross-sectional view of the pinion shaft housing takenalong the lines 4E-4E of FIG. 4D.

FIG. 4F is a cross-sectional view of the pinion shaft housing takenalong the lines 4F-4F of FIG. 4D.

FIG. 4G is an enlargement of a portion of FIG. 4A.

FIG. 4H is an enlarged view similar to FIG. 4F with the pinion shaft andbearings inserted therein.

FIG. 4I is a perspective view of the pinion shaft and spiral bevelpinion.

FIG. 4J is a top view of the pinion shaft and spiral bevel pinion. FIG.4K is a view of the nose end of the pinion shaft and spiral bevelpinion.

FIG. 4L is a cross-sectional view of the gear casing illustrating thespiral bevel pinion and the spinal bevel gear.

FIG. 5 is a process flow chart for lubricating bearings supporting apinion shaft in a pinion shaft housing.

FIG. 6 is a process flow chart for using high speed motors in a utilityvehicle with right angle planetary gear reducers.

The drawings will be best understood when reference is made to theDescription of the Invention and Claims below.

DESCRIPTION OF THE INVENTION

FIG. 2 is a top plan view 200 of the utility vehicle illustrating twoalternating current electric motors 201, 202 oriented side by side witheach having an offset planetary gear reducer 203, 204 driving arespective output shaft 208, 214. Although reference numerals 201, 202refer to high speed alternating current electric motors, it isspecifically contemplated that other high speed motor types may be usedsuch as direct current motors, hydraulic motors and pneumatic motors.

The utility vehicle includes a frame 205, 206, 250, 251 for supportingvehicle components. As illustrated in FIG. 2, side frame member 205 ison the left hand side of the vehicle and side frame member 206 is on theright hand side of the utility vehicle. The two side frame members 205,206 are shown in section in FIG. 2, FIG. 2A, and FIG. 2B.

Frame side member 205 supports first chain driven wheel shaft 210.Sprocket 210S is formed as part of the wheel shaft 210 or alternativelyis a separate sprocket affixed or attached to the wheel shaft 210. Frameside member 205 also supports the output shaft 208 of the planetary gearreducer 203.

Output shaft 208 includes two sprockets 208S which are identical. Thesprockets 208S may be an integral part of shaft 208 or they may beseparately attached to the shaft. A metal chain 210 interengagessprockets 210S and 208S and communicates horsepower and torquetherebetween. The reduction ratio of output shaft driving sprocket 208Sto driven sprocket 210S is approximately 2.5-5:1 such that for everyrotation of the output shaft 208 the forward sprocket 210S and wheelshaft 210 turns 0.4 to 0.2 of a turn or revolution. Reduction in speedof the driven sprocket 210S results in a corresponding increase intorque for a given applied power.

Referring to FIGS. 2 and 2B, output shaft 208 is splined and is coupledto the splined output 230T of the carrier 230 of the planetary gearreducer 203. Frame side member 205 also supports the second chain drivenwheel shaft 212. Sprocket 212S is formed as part of the wheel shaft 212or alternatively is a separate sprocket affixed or attached to the wheelshaft 212 for driving a rearward wheel 212A.

Metal chain 211 interengages sprockets 212S and 208S and communicateshorsepower and torque therebetween. The reduction ratio of the outputshaft driving sprocket 208S to driven sprocket 212S is approximately2.5-5:1 such that for every rotation of the output shaft 208 therearward sprocket 212S and wheel shaft 212 rotates just 0.4 to 0.2 of aturn or revolution. The reduction in speed of the driven sprocket 212Sresults in a corresponding increase in torque for a given applied power.

Similarly, the structure and operation of driven sprockets 216S, 217S,shafts 216, 217, frontward and rearward wheels 216A, 217A, sprockets214S, shaft 214 and chains 213, 215 on the right side and within theright frame 206 are identical to the left frame side member 205 andframe 205. The reduction ratio of the output shaft driving sprocket 214Sto driven sprockets 216S, 217S is the same as in connection with theleft side of the vehicle, namely, approximately 2.5-5:1.

Speed reduction of approximately 2.5-5:1 just described are in additionto the speed reduction of the planetary gear reducers 203, 204 which aredescribed further herein. Alternating current motors 201, 202 resideside by side and have output shafts 221S, 222S with pinion gears 221,222 thereon for driving two offset planetary gear reducers 203, 204 toeffect speed reduction and increase torque. Alternatively, a helicalpinion gear 221H and a helical driven gear 223H.

Full load electric motor torque is generally defined as follows:

Torque(ft-lbs)=5250×horsepower/RPM

Generally, for a given power, high speed electric motors are smaller insize, lighter in weight, and less expensive than low speed motors.Generally, for a given power, alternating current motors are smallerthan direct current motors. Additionally, for a given power, alternatingcurrent motors are smaller than direct current motors.

Use of planetary gear reducers 203, 204 with alternating current motors201, 202 saves space. As previously stated the motors may be hydraulic,pneumatic or direct current motors. Reducers 203, 204 are approximately8 inches in diameter and approximately 5.5 inches deep and occupy avolume of approximately 300 cubic inches.

FIG. 2A is an enlarged portion 200A of FIG. 2 illustrating a portion ofthe left side of the vehicle and FIG. 2B is a further enlargement of aportion 200B of FIG. 2A illustrating the gear reducer 203 and pinion 221on output shaft 221 S in more detail.

Referring to FIGS. 2A and 2B, the alternating current motors 201, 202are controlled by a variable frequency drive (not shown) to control thespeed of the motors. Preferably the alternating current motors are threephase motors. Each of the offset planetary gear reducers 203, 204include a housing having a ring gear 224 affixed thereto. Ring gear 224is trapped between housing portions 203, 203A of the reducer. Seals 224Sprevent leakage of lubricant from within the gear casing.

Each of the planetary gear reducers 203, 204 includes a carrier 230having planetary gears 225, 226, 229 intermeshing with the ring gear 224and an output spline 230T. Although the planetary gear reducerillustrated has three planetary gears, any reasonable number ofplanetary gears may be used. Each of the planetary gear reducersincludes a gear 223 having teeth 223T driven by the pinion gear 221 ofthe output shaft 221 of the alternating current motor 201. The gear 223driven by the pinion gear 221 of the output shaft 221S of thealternating current motor 201 includes a shaft portion forming a sunpinion 227 with gear teeth 227T.

Sun pinion or gear 227 intermeshes with three planet gears 225, 226, and229 each of which naturally include teeth 225T, 226T and 229T whichintermesh with ring gear 224. Ring gear 224 extends around the innercircumference of the gearbox. Each of the chain drive shafts 208, 214includes a spline 208T thereon which intermeshes with output spline 230Tof the carrier 230 as best viewed in FIG. 2B. Planetary gear reducers203, 204 effect a speed reduction in the approximate range of between20-30:1. That is for every revolution of the input pinion gears 221,222, the carrier 230 will rotate 1/20 to 1/30 of a revolution. Otherspeed reductions are specifically contemplated. Chain drive sprockets208S, 214S in combination with wheel shaft sprockets 210S, 212S, 216Sand 217S effect a speed reduction in the approximate range of 2.5-5:1.That is, for every one rotation of the chain drive sprocket 208S, thewheel sprockets 210S, 212S will rotate 0.4 to 0.2 of a revolution. Otherspeed reductions are specifically contemplated. Since torque isinversely proportional to the shaft rotational speed, torque isincreased with a reduction in speed.

Other speed reductions are specifically contemplated depending on thedesired torque at the wheels and traveling speed of the machine takingloads, inclines and other variables into consideration. Use of theoffset speed reducer as disclosed herein enables the efficient use ofspace and provides the same torque to the wheel with less input torquesupplied by the high speed electric motor. The efficiency of the offsetspeed reducer is approximately 95% at rated load.

Use of the offset speed reducer and electric motors enables use of highspeed, light weight electric motors which are smaller in diameter andoutput less torque than slower, heavier larger motors whether they arealternating current motors or direct current motors. The savings inspace, weight and money attained by use of the offset planetary gearreducers with high speed motors is considerable. Use of planetary gearreducers provides a stable transmission of power with torqueamplification inversely proportional to the speed reduction. Theplanetary gear reducers of the instant invention weigh approximately 100pounds but can vary in weight depending on the materials used such assteel, stainless steel or aluminum. The gears 223, 225, 226, 229 and thecarrier 230 are made of steel or stainless steel. Aluminum may be usedfor the gearbox casing 203, 203A if extremely light weight is desired.The low weight of the gear reducer having a volume of about 300 cubicinches (approx. 8 inches in diameter and 5.5 inches deep) in combinationwith a light-weight alternating current motor provides a compact lowcost arrangement when placed side by side as illustrated in FIG. 2.

Alternating current electric motors 203, 204 are water cooled motors andrun at 7,000 to 8,000 RPM. At approximately 7500 RPM the three phaseelectric motor outputs approximately 14.75 ft-lbs. of torque whichequates to approximately 21 horsepower. The peak starting torque isabout 77 ft-lbs. The motors to be used are about 14 inches long and 8inches in diameter and have a volume of approximately 700 cubic inches.

FIG. 2C is an exploded view 200C of the input to the gear reducer 221T,the gear reducer 203, and the output shaft 208. Referring to FIGS. 2Band 2C, sun pinion 227 is supported by bearing 223B and 227B. Use ofgear 223 enables the planetary gear reducer to be offset as it is drivenby pinion 221 which is on the shaft 221 S of the electric motor. Threeplanet gears 225, 226 and 229 and, more specifically, their teeth 225T,226T and 229T intermesh with sun pinion teeth 227T and ring gear 234 andits teeth 234T.

Planet gears 225, 226 and 229 are supported by bearings (i.e., 235B) andare pinned to the carrier by pins. See, for example, pin 235 in FIGS. 2Aand 2B. Pin 225 P restrains pin 235 from movement within the carrier 230and thus secures gear 225 in place. Gear 225 and the other planet gearsare, of course, free to rotate but they are securely fastened to thecarrier and impart rotational motion to the carrier 230. Referencenumeral 225A indicates intermeshing between planet gear teeth 225T andring gear teeth 224T. Referring to FIG. 2A, output shaft 208 issupported by bearings 208B and 208C and intermeshes its spline 208T withspline 230T of the carrier.

Planetary gear reducer 203 distributes the load evenly to three planets,225, 226 and 229. As previously indicated any reasonable number ofplanet gears from 1 to “n” may be used. Reciting the operation of thegear reducer, torque is applied by shaft 221S through teeth 221T ofpinion 221 which imparts rotational movement and torque to gear 223.Gear 223 includes sun pinion 227 which by and through its teeth 227Timparts rotational movement and torque to gears 225, 226 and 229 viateeth 225T, 226T and 229T. As previously stated planet gears 225, 226and 229 are free to rotate and impart rotational movement to carrier 230effecting a speed reduction which is transmitted to output shaft 208which is interconnected with the carrier spline 230T. The gearbox 203,203A is separable into two portions 203 and 203A and they trap ring gear224 when the gearbox is secured by fastener 240A to the electric motor201 and when the portions 203, 203A are secured together by fastener240.

FIG. 2D is a perspective view 200D of the carrier 203, 203A, planetgears 229 and 225, and output shaft 208 with a corresponding spline208T. FIG. 2E is a perspective view 200E of the offset planetary gearreducer without bearing 208B illustrated therein. The principaldimensions of the offset planetary gear reducer are approximately 8inches in diameter and 5.5 inches deep neglecting the input housing 241which houses pinion 221.

The offset planetary gear reducer is generally cylindrically shaped andincludes a housing 241 for the shaft driven pinion gear 221. A flange(unnumbered) is fastened to the motor 201.

FIG. 3 is a block diagram 300 illustrating a method for using high-speedelectric motors in combination with offset planetary gear reducers in autility vehicle. The first step includes orienting two high speedelectric motors having shaft driven pinion gears side by side 301 suchthat their shaft driven pinion gears are arranged on opposite sides ofthe vehicle. Next, the method includes mounting offset planetary gearreducers in engagement with the shaft driven pinion gears 302. Each ofthe planetary gear reducers 203, 204 include a gear driven by the shaftdriven pinion gears 221, 222. The gear driven by the shaft driven piniongears includes a shaft portion formed as a sun pinion gear 227 whichdrives a planetary gear set and carrier 230 reacting against a ring gear224 in the casing of the planetary gear reducer 203, 203A. The carrier230 of the planetary gear reducer includes a splined output 230T andeach of the splined outputs 230T are on the same axis. The methodfurther includes driving an output shaft 208, 214 coupled to the splinedoutput 230T of the planetary gear reducer. Finally, the method includesdriving, with chains (209, 211, 213, 215), the wheel shafts (210, 212,216, 217) of the vehicle.

FIG. 4 is a top plan view 400 of the utility vehicle illustrating twoalternating current motors 495A, 496A in conjunction with tworight-angle drives 495, 496. Each of the right angle drives includes amain housing 401 and a pinion housing 402. Frame supports 250, 251support motors 495A, 496A. Main housing 401 and gear housing 403 arepreferably made of 8620H annealed steel. See FIG. 4A. Main housing 401is approximately 10″ in diameter and 8″ long. Pinion housing 402 isapproximately 3″ long and 4″ in diameter. Motors 495A, 496A arepreferably electric motors but may be hydraulic or pneumatic motors.

FIG. 4A is a cross-sectional view 400A of one of the right-angle drives495 and motor 495A taken along the lines 4A-4A of FIG. 4B. A portion ofthe main housing defines a fluid reservoir which holds oil 498 at alevel as indicated by reference numeral 499. See FIG. 4L. Oil 498 isillustrated in the reservoir formed by the main housing 401 and thespacer 401A and it is used to lubricate the intermeshing spiral bevelpinion gear and the spiral bevel gear as well as the planetary outputgear set. Additionally, oil 498 is used to lubricate all bearings in thepinion housing and the main housing. Pinion housing 402 includes aflange 402A for connection to the motor 495A. Pinion housing 402 furtherincludes a flange 402B for connection with gear box 401. Spacer 401A isused to interconnect the main housing 401 of the right angle drive 495to the vehicle sidewall 205.

FIG. 4B is a perspective view 400B of one of the right-angle drives 495and motor 495A. Referring to FIGS. 4A and 4B, flange 402A secures thepinion housing to the motor 495A. Gear housing 403 is secured to mainhousing 401 with threaded bolts 435. Gear housing 403 includes apolycarbonate cap 404 secured therein by a snap ring 431 and sealed withan O-ring 428. The main housing is attached to the spacer 401A and thesupport 205 using bolts not shown.

Spiral bevel pinion, sometimes referred to herein as the spiral bevelpinion, gear 405 and spiral bevel gear 406 are preferably made of 8620Hannealed steel.

Still referring to FIG. 4B, motor mounting bolts 434 secure the motor495A to the flange 402A of the pinion housing. Inspection plugs 438, 439and 439 are illustrated in FIG. 2B and enable quick and easy inspectionof the main housing and/or enable the addition of oil.

Referring to FIG. 4A, bearings 419A, 419B support the spiral bevel gear406 which is driven by the spiral pinion gear 405. Bearings 419A, 419Bare supported by cones 422, 422A and cups 423, 423A. Spiral bevel gearbearing retention plate 412 traps and secures bearing 419A against stop479. Preferably the retention plate is made of mild steel. Retentionbolt 435 secures spiral gear bearing retention plate 412 to the spiralbevel gear 406. A shim 419 is used between the bearing retention plate412 and the gear body 406. Spiral gear housing 403 is sealed withrespect to main housing 401 with O-ring seals 427. Pinion housing 402 ispreferably made of mild steel as is gear housing 403. Gear housing 403is secured to the pinion housing 402 using a pinion housing shim pack418 and a gear housing shim pack 417. Pinion housing seal 426 seals thegear housing 403 and the main housing 401 to the pinion housing 402.

Still referring to FIG. 4A, spiral pinion gear teeth 405 intermesh withspiral bevel gear teeth 406A of the spiral gear 406. Spiral bevel gear406 includes a spline 476 which intermeshes with a reciprocal spline 445in the sun gear shaft 407 to drive the oil slinger 413 and the sun gear445A. Sun gear shaft retaining ring 432 positions sun gear shaft 407 andprevents rightward travel of the shaft 407 when viewing FIG. 4A. Thrustplate 414 prevents shaft 407 from travel in the leftward direction whenviewing FIG. 4A.

Still referring to FIG. 4A, the input to the gear box is the pinionshaft 405 and spiral bevel gear 405. Pinion shaft 405A drives gear 406which in turn drives sun gear shaft 407 and sun gear 445A. The planetarysun gear inputs to the planetary stage. Planetary gear sets providetorque multiplication in compact packages. The output of the gear box495 is a carrier 410 with a planetary gear-set reduction including astationary ring gear 409. Carrier 410 is preferably made of D7003 gradesteel. The main housing or casing 401 includes ring gear 409 which is areaction gear and intermeshes with a three-gear planetary set comprisingplanet gears 408. Ring gear 409 is secured to the main housing 401though bolts not viewed in FIG. 4A. The carrier 410 of the planetarygear set includes an internal spline 481 which intermeshes with asplined output shaft 208A which is the output to drive the vehicle. Theright angle planetary gear reducers 495, 496 effect a speed reduction inthe approximate range of between 20-30:1. That is for every revolutionof the input pinion gear 405, the carrier 410 will rotate 1/20 to 1/30of a revolution. Other speed reductions are specifically contemplated Asdiscussed above in regard to FIGS. 2-2E, use of electric motors,hydraulic motors and/or pneumatic motors is specifically contemplated.The right angle planetary gear drive with the above stated speedreduction enables use of a utility vehicle having a relatively narrowwidth between side rails.

Still referring to FIG. 4A, planet gears 408 include gear teeth 408Tdriven by sun gear teeth 445A. Planet gears 408 are pinned to thecarrier 410 using roll pins 433 mounted to planet pins 411 which providesupport for the gears. Needle roller bearings 424, spacers 416 andthrust bearings 415 position and support the planet gears 408 forrotation about the planet pins 411.

FIG. 4G is an enlargement 400G of a portion of FIG. 4A. Pinion housing402 is generally cylindrically shaped and carries pinion shaft 405Asupported by roller bearings 451 and 452. Roller bearings 451 aresupported by cup 421 and cone 420 and the roller bearings 452 aresupported by cup 421A and cone 420A. Inner circumferential stop 456 inconjunction with locknut 429 and pinion tanged lockwasher 430 supportand secure bearings 451 and 452 within the pinion housing. Tang 460 oflockwasher 430 interengages slot 459 in pinion shaft 405A and iscompressed by locknut 429 threadingly interengaging 429A shaft 405A.

Still referring to FIGS. 4A and 4G, pinion shaft 405A includes grooves455 which interengage motor coupling 455A for driving the pinion shaft.Pinion shaft rotates at approximately 6-7000 rpm. Heat dissipation fromthe bearings is addressed by supplying oil to chamber 453 formed betweenroller bearings 451, 452, pinion shaft 405A and the interior of thepinion housing 402. Chamber 453 is fed by ports 446B, 447B in the pinionshaft 405A. Ports 446B, 447B are supplied by passageways 405B, 405C.Passageways 405B, 405C are fed by ports 405E, 405F which are located incylindrical recess 405D. Ports 405E and 405F are located diametricallyopposite each other in cylindrical recess 405D. See, FIG. 4L, across-sectional view 400L of the gear casing. Cylindrical recess 405Dreceives oil from oil slinger 413 as viewed in FIG. 4A as pinion shaft405A rotates.

Oil slinger 413 is coupled to shaft 407 by a press fit or threadedinterconnection 407A and rotates therewith. Gear 406 includes spiralbevel teeth 406A interengaging teeth 405 of spiral bevel pinion 405A.Oil slinger 413 is approximately 4.5 inches in diameter. FIG. 4L is across-sectional view 400L of the gear casing indicating shaft 407 inphantom driving oil slinger 413 which picks up oil 499 from thereservoir within the main housing 401 and deposits it into the rotatingrecess 405D. FIG. 4A illustrates oil flow as indicated by flow arrow 471from the oil slinger 413.

Referring to FIGS. 4A, 4G and 4L, as pinion shaft 405A rotates, oil inrecess 405D is urged radially outwardly under centrifugal force and intoports 405E and 405F. As oil flows into ports 405E and 405F it is urgedinto and through radially and longitudinally extending passageways 405Band 405C under centrifugal force as indicated by flow arrows 457, 458.Passageways 405B and 405C terminate, respectively, in ports 446B and447B which communicate with chamber 453. Ports 446B and 447B are ingroove 466 in the exterior of the pinion shaft 405A and communicate withand supply oil to chamber 453. See FIGS. 4G, 4I and 4J.

Still referring to FIGS. 4A and 4G, chamber 453 fills with oil aftershaft 405A makes a sufficient number of revolutions (following startup)and supplies oil to tapered roller bearings 451 and 452 whereby oil ispumped outwardly through the bearings. Tapered roller bearings 452 pumpoil to reservoir 499 and tapered roller bearings 451 pump oil to oilreturn chamber 454. Chamber 454 is bounded by pinion housing 402, lockwasher 429, lock nut 429, pinion shaft 405A, motor coupling 455A andmotor input seal 425. Preferably seal 425 is a Viton seal. Wave spring442 resides between the motor and the motor input seal 425.

Chamber 454 communicates with ports 494, 497 in inner circumferentialgroove 448 which in turn communicate with passageways 446A and 447A. SeeFIG. 4H. Ports 446B and 447B are formed in inner circumferential groove448 in the interior of the pinion housing 402. Pinion housing 402 isgenerally cylindrically shaped with flanges 402A, 402B forinterconnection with the main housing 401 of the gear box and the motor495A. Passageways 446A, 447B terminate, respectively, in ports 446, 447which permit oil to be discharged into the main housing 401 which servesand forms the oil reservoir. Ports 446 and 447 are preferably arrangedvertically such that port 446 is submerged below the oil level 499.

FIG. 4C is a perspective view 400C of the pinion shaft housing 402illustrating motor flange 402A and main housing flange 402B. Ports 446and 447 are illustrated in their vertical orientation. Otherorientations of the ports 446 and 447 are specifically contemplated.Access ports 440A are illustrated in FIG. 4C as are flange bolt holes449, 450. Referring to FIGS. 4A and 4H, access ports 440A areillustrated with plugs 440 threaded therein. FIG. 4D is an end view 400Dof the pinion shaft housing illustrating the vertical orientation ofports 446, 447. Ordinarily port 446 will be submerged in oil. Otherconfigurations with more or fewer oil return ports may be used.

FIG. 4H is an enlarged view 400H similar to FIG. 4F with the pinionshaft 405A and bearings 451, 452 inserted therein. Groove 466 is anouter circumferential groove in the pinion shaft 405A viewed in FIG. 4Hand 4I. Ports 446B and 447B are formed in the outer circumferentialgroove 466 as viewed in FIGS. 4G and 4H. Ports 494 and 497 areillustrated in FIG. 4H in communication with oil return chamber 454. Oilis pumped by tapered roller bearings 451 into oil return chamber 454 andgroove 448 in the pinion shaft housing where it flows into passageways446A and 447A to ports 446 and 447 respectively. Port 446 is actuallysubmersed below the oil line 499 as illustrated in FIG. 4L. Bearings451, 452 are submersed in oil when the motor 495A is started and pinionshaft 405A begins to rotate. The bearings are lubricated adequately bysubmersion in the oil because the pinion shaft (although rotating atapproximately 6000 to 7000 rpm) has not yet generated too much heat forthe bearings to withstand since they are already lubricated due to theirpartial submersion in the oil. Full lubrication occurs very quickly asthe oil slinger 413 gathers oil from the reservoir and slings or throwsit into recess 405D and thereafter through the pinion shaft 405A.

Similarly, bearings 419, 419A support sun gear shaft 407 and areadequately lubricated by oil in the reservoir. Sun gear shaft 407rotates considerably slower than the input pinion shaft 405A thusgenerating less heat. Bearings 419, 419A sit partially submerged in oilwhen shaft 407 is not rotating.

Oil is slung from the outer circumference 413A of the oil slinger 413 asillustrated by flow arrow 471 in FIG. 4A. Some oil may be picked up fromthe sides of the oil slinger but the majority of oil 498 is picked upand slung from the outer circumference 413A of the oil slinger. The oilslinger 413 is disc shaped and the outer circumference is not contouredand roughened. However, it is specifically contemplated that variousshapes and configurations of oil slingers may be used such that thesurfaces of the oil slinger are contoured or roughened. The oil slingerdisc 413 is preferably made of mild steel.

FIG. 4E is a cross-sectional view 400E of the pinion shaft housing 402taken along the lines 4E-4E of FIG. 4D. Inner circumferential groove 448is illustrated in FIG. 4E along with bearing stop 456. Bearing stop 456and pinion shaft 405A secure tapered roller bearings 452 in place.Locknut 429 used with lockwasher 429A secures bearing 451 againstbearing stop 456. See FIGS. 4G and 4H.

FIG. 4F is a cross-sectional view 400F of the pinion shaft housing takenalong the lines 4F-4F of FIG. 4D and illustrates the oil returnpassageways 447A, 447 and 446A, 446 without the pinion shaft 405Ainserted therein.

FIG. 4I is a perspective view 4001 of the pinion shaft 405A and gear405. FIG. 4I provides a view of the outer circumferential groove 466communicating with port 446B as well as slot 459 used in lockingconjunction with tanged lockwasher 430. Recess 405D in the nose of thepinion gear and shaft reveals port 405F therein. Pinion shaft 405Aillustrates exterior threads 429A for interconnection with locking nut429 as illustrated in FIG. 4A for the purpose of trapping the bearings451, 452.

FIG. 4J is a top view 400J of the pinion shaft 405A and gear 405 andFIG. 4K is a view 400K of the nose end of the pinion shaft 405A and gear405. Recess 405D and ports 405E and 405F are viewed in FIG. 4K.

FIG. 4L is a cross-sectional view 400L of the gear casing indicatingshaft 407 in phantom driving oil slinger 413 which picks up oil 499 fromthe reservoir within the main housing 401 and deposits it into therotating recess 405D of the pinion shaft 405A. Pinion spiral bevel gearteeth 405 intermesh with spiral bevel gear teeth 406A of gear 406 toeffect a speed reduction. Bearing cones 423, 423A are illustrated forsupport of the shaft 407 as is bearing retention plate 412 and retentionbolts 435.

FIG. 5 is a process flow chart 500 for lubricating bearings supporting apinion shaft in a pinion shaft housing. A method for lubricatingbearings supporting a pinion shaft in a pinion shaft housing isdisclosed. The method includes the steps of: slinging oil from alubricating oil reservoir using an oil slinger at a first end of a shaft501; collecting oil in a cylindrical recess in the first end of theshaft 502; rotating the shaft and forcing the collected oil radiallyoutwardly in the cylindrical recess and into a passageway communicatingwith the recess and extending longitudinally and radially from therecess to a chamber formed by said shaft, the bearings and a shafthousing 503; pumping oil from the chamber through the bearings 504; and,returning the oil to the lubricating oil reservoir 505. The step ofreturning the oil to the lubricating oil reservoir may be performedusing a return passageway through the shaft housing. The step ofrotating the shaft and forcing the collected oil radially outwardly inthe cylindrical recess includes forcing the collected oil into a secondpassageway communicating with the recess and extending longitudinallyand radially from the recess to the chamber formed by the shaft, thebearings and the shaft housing.

FIG. 6 is a process flow chart 600 for using high speed motors in autility vehicle with right angle planetary gear reducers. A method forusing high-speed motors in a utility vehicle is also disclosed andincludes the steps of: orienting two high speed motors having shaftdriven pinion gears parallel to the rails of the vehicle 601; mountingright angle planetary gear reducers in engagement with the shaft drivenpinion gears 602, each of the planetary gear reducers include a geardriven by the shaft driven pinion gears, the gear driven by the shaftdriven pinion gear includes a shaft portion formed as a second piniongear which drives a planetary gear set and carrier reacting against aring gear in the casing of the planetary gear reducer, the carrier ofthe planetary gear reducer includes a splined output, and each of thesplined outputs being on the same axis; lubricating bearings supportingthe pinion gear shafts with an oil slinger 603, the pinion gear shaftsinclude a nose portion having a recess, at least one port, and at leastone radially and longitudinally extending passageway communicatinglubricating oil to a chamber feeding said lubricating bearings; pumpingoil through the lubricating bearings and into a passageway for return tothe right angle gear reducer 604; coupling an output shaft to thesplined output of the planetary gear reducer and driving the outputshaft at a desired rate 605; and, driving, with chains, the wheel shaftsof the vehicle 606.

A list of reference numerals follows.

REFERENCE NUMERALS

14 a-d-tires of vehicle

28-battery

60, 64-motor

62, 66-sides of vehicle

68, 84-coupling

70, 82-spur gear reduction assembly

72, 86-chain

74, 76, 88, 90-gears

78, 80, 92, 94-axles

70, 82-spur gear reduction assembly

100-prior art utility vehicle

200-utility vehicle

200A-enlarged portion of utility vehicle

200B-further enlargement of planetary gear reducer

200C-exploded view of powertrain

200D-perspective exploded view of carrier and output shaft

200E-perspective view of offset planetary gear reducer

201, 202-alternating current motor

203, 203A, 204-gearbox

205, 206-vehicle side wall

208, 214-output shafts

208B, 223B, 227B, 235B, 208C-bearing

208T-spline on output shaft

209, 211, 213, 215-drive chains

210, 212, 216, 217-wheel shaft

210A, 212A, 216A, 217A-wheel tire

221T-pinion teeth

221, 222-motor shaft pinion gear

221H-helical pinion

221S, 222S-motor shaft

223-gear

223H-helical gear

223B-bearing

223T-teeth on gear

224-stationary ring gear

224T-ring gear teeth

224S, 259S-seal

225, 226, 229 -planet gear

225A-mesh between planet gear teeth 223T and ring gear teeth 224T

225P-pin

225T, 226T, 229T-planet gear teeth

227-sun pinion

227T-sun gear teeth

230-carrier

230T-spline on carrier

235-pin

240, 240A-bolt

241-pinion housing

250, 251-frame member

300-block diagram of method of using high speed motor and offsetplanetary gear reducers

301-orienting and mounting high speed motors side by side with pinionsoppositely arranged

302-mounting offset planetary gear reducer in engagement with the shaftdriven pinion gears

303-coupling an output shaft to the spined output at a desired rate

304-driving the wheel shifts of the vehicle

400-schematic of right angle drives used in skid-steer application

400A-cross-sectional schematic view of right angle drive

400B-perspective schematic view of right angle drive and motor

400C-perspective schematic view of pinion housing

400D-end schematic view of pinion housing

400E-cross-sectional view of pinion housing taken along line 4 e-4 e

400E-cross-sectional view of pinion housing taken along line 4 f-4 f

400G-cross-sectional view of pinion housing and pinion similar to FIG. 4e

400H-cross-sectional view of pinion housing and pinion similar to FIG. 4f

400I-perspective view of pinion gear and shaft

400J-orthogonal view of pinion gear and shaft

400K-front view of pinion gear

400L-exploded view of pinion housing and pinion gear and shaft

401-main housing

401A-spacer to interconnect right angle drive to vehicle side wall

402-pinion housing

402A-flange portion of pinion housing-motor connection

402B-flange portion of pinion housing-gear box connection

403-gear housing

404-gear housing cap

405-spiral bevel pinion gear teeth

405A-pinion shaft

405B-first passageway

405C-second passageway

405D-recess in pinion shaft

405E-port

405F-port

406-spiral bevel gear

406A-spiral bevel gear teeth

407-sun gear shaft

407A-press fit or threaded interconnection

408-planet gear

408T-planet gear teeth

409-ring gear

410-carrier

411-planet pin

412-spiral gear bearing retention plate

413-oil slinger disc

413A-outer circumference of oil slinger disc

414-sun gear shaft thrust plate

415-planet gear thrust washers

416-needle roller spacer

417-pinion housing shim pack

418-gear housing shim pack

419-spiral gear bearing shim pack

419A-bearing

419B-bearing

420-spiral pinion tapered bearing cones

420A-spiral pinion tapered bearing cones

421-spiral pinion tapered bearing cups

421A-spiral pinion tapered bearing cups

422-spiral gear tapered bearing cones

422A-spiral gear tapered bearing cones

423-spiral gear tapered bearing cups

423A-spiral gear tapered bearing cups

424-needle roller bearings

425-motor input seal

426-pinion housing o-ring

427-gear housing o-ring

428-gear housing cap o-ring

429-spiral pinion locknut

429A-threaded interconnection of spiral locknut to pinion shaft

430-spiral pinion tanged lockwasher

431-gear housing cap retaining ring

432-sun gear shaft retaining ring

433-roll pin

434-motor mounting bolts

435-pinion gear housing, bearing retention plate bolts

438-drain/fill/inspection plugs

439-inspection plugs with pipe threads

440-⅛ npt pipe plugs

440A-hole

441-¼ NPT pipe plugs

442-input bearing wave spring

445-spline

445A-sun gear teeth

446-pinion housing port

446A-pinion housing oil return passageway

446B-port in pinion shaft

447-pinion housing port

447A-pinion housing oil return passageway

447B-port in pinion shaft

448-pinion housing inner circumferential groove

449-bolt hole

450-bolt hole

451-tapered roller bearing

452-tapered roller bearing

453-oil chamber

454-oil chamber

455-spline on pinion shaft

455A-motor coupling

456-inner circumferential bearing stop

457-arrow indicating oil flow path

458-arrow indicating oil flow path

459-exterior slot in pinion shaft 405A

460-tang on lockwasher 429

466-groove in exterior of pinion shaft

471-flow arrow from oil slinger

476-spline

479-stop

481-spline

494-port

495-right angle drive assembly

495A-motor

496-right angle drive assembly

496A-motor

497-port

498-oil

499-oil level

500—process flow chart for lubricating bearings supporting a pinionshaft housing

501—slinging oil from a lubricating oil reservoir using an oil slingerat a first end of a shaft

502—collecting oil in a cylindrical recess in the first end of the shaft

503—rotating the shaft and forcing the collected oil radially outwardlyin the cylindrical recess and into a passageway communicating with therecess and extending longitudinally and radially from the recess to achamber

504—pumping oil from the chamber through the bearings

505—returning the oil to the lubricating oil reservoir

600—process flow chart for using high speed motor in a utility vehiclewith right angle planetary gear reducers

601—orienting two high speed motors having shaft driven pinion gearsparallel to the rails of the vehicle 601

602—mounting right angle planetary gear reducers in engagement with theshaft driven pinion gears

603—lubricating bearings supporting the pinion gear shafts with an oilslinger

604—pumping oil through the lubricating bearings and into a passagewayfor return to the right angle gear reducer

605—coupling an output shaft to the splined output of the planetary gearreducer and driving the output shaft at a desired rate

606—driving, with chains, the wheel shafts of the vehicle 606

The invention has been set forth by way of example with particularity.Those skilled in the art will readily recognize that changes may be madeto the invention without departing from the spirit and the scope of theclaimed invention.

1. A bearing lubrication device comprising: a gear housing having aninterior portion and a lubricating fluid reservoir therein; an oilslinger; a pinion shaft; a pinion shaft housing; a bearing forsupporting said pinion shaft within said pinion shaft housing; saidpinion shaft includes a passageway therethrough; and, said oil slingersupplying oil to said passageway communicating said oil to said bearing.2. A bearing lubrication device as claimed in claim 2 wherein saidpinion shaft includes a second passageway therethrough for communicatingoil to said bearing.
 3. A bearing lubrication device as claimed in claim1 wherein said pinion shaft includes a first end portion; said first endportion includes a recess for receiving oil from said oil slinger; and,said first passageway communicates with said recess and said bearing. 4.A bearing lubrication device as claimed in claim 2 wherein said pinionshaft includes a first end portion; said first end portion includes arecess for receiving oil from said oil slinger; and, said secondpassageway communicates with said recess and said bearing.
 5. A bearinglubrication device as claimed in claim 3 wherein said recess iscylindrically shaped.
 6. A bearing lubrication device as claimed inclaim 4 wherein said recess is cylindrically shaped.
 7. A bearinglubrication device as claimed in claim 5 wherein said pinion shaftincludes an exterior and said first passageway extends radially andlongitudinally from said recess in said first end of said pinion shaftto said exterior of said pinion shaft.
 8. A bearing lubrication deviceas claimed in claim 6 wherein said pinion shaft includes an exterior andsaid first and second passageways extend radially and longitudinallyfrom said recess in said first end of said pinion shaft to said exteriorof said pinion shaft.
 9. A bearing lubrication device as claimed inclaim 7 further including a second bearing; a chamber formed betweensaid bearings, said pinion shaft housing and said pinion shaft; and,said first passageway in communication with said chamber.
 10. A bearinglubrication device as claimed in claim 8 further including a secondbearing; a chamber formed between said bearings, said pinion shafthousing and said pinion shaft; and, said first and second passageways incommunication with said chamber.
 11. A bearing lubrication device asclaimed in claim 9 wherein said pinion shaft housing includes aninterior and an exterior; said first bearing pumps oil from said chamberto said exterior of said pinion shaft housing and said second bearingpumps oil from said chamber to an oil return passageway communicatingwith said exterior of said pinion shaft housing.
 12. A bearinglubrication device as claimed in claim 10 wherein said pinion shafthousing includes an interior and an exterior; said first bearing pumpsoil to said chamber and said second bearing pumps oil out of saidchamber to said interior of said pinion shaft housing; said pinion shafthousing includes an oil return passageway communicating with saidinterior of said pinion shaft housing and said exterior of said pinionshaft housing.
 13. (canceled)
 14. A method for lubricating bearingssupporting a shaft in a gear box, comprising the steps of: slinging oilfrom a lubricating oil reservoir using an oil slinger at a first end ofsaid shaft; collecting oil in a cylindrical recess in said first end ofsaid shaft; rotating said shaft and forcing said collected oil radiallyoutwardly in said cylindrical recess and into a passageway communicatingwith said recess and extending longitudinally and radially from saidrecess to a chamber formed by said shaft, said bearings and a shafthousing; pumping oil from said chamber through said bearings; and,returning said oil to said lubricating oil reservoir.
 15. A method forlubricating bearings supporting a shaft in a gear box as claimed inclaim 14 wherein the step of returning said oil to said lubricating oilreservoir is performed using a return passageway through said shafthousing.
 16. A method for lubricating bearings supporting a shaft ingear box as claimed in claim 14 wherein said step of rotating said shaftand forcing said collected oil radially outwardly in said cylindricalrecess includes forcing said collected oil into a second passagewaycommunicating with said recess and extending longitudinally and radiallyfrom said recess to said chamber formed by said shaft, said bearings anda shaft housing.
 17. (canceled)